Railway-signal.



No. 718,269. PATENTED JAN. 13, 1903.

J. B. MONROE & W. E. LEE. RAILWAY SIGNAL.

APPLICATION IILBD JULY 29, 1902.

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PATENTED JAN. 13,1903. J. B. MONROE '& W.'E. LEE. I

RAILWAY SIGN AL. APPLI 0ATION rump ULY 29, 1902.

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No. 718,269. PATBNTBD JAN. 13, 1903.

' J. B. MONROE & W. E. LEE.

RAILWAY SIGNAL.

APPLiGATION FILED JULY 29, 1902. N0 MODEL. 3 SHEETS-SHEET 3.

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UN TED STATES PATENT OFFICE.

JOSEPH B. MONROE AND WILLIAM E. LEE, OF SHELBYVILLE, INDIANA.

RAILWAY-SIGNAL.

SPECIFICATION formingpart of Letters Patent No. 718,269, dated January 13, 1903.

Application filed July 29, 1902- To all whom, it may concern.-

Be it known that we, JOSEPH B. MONROE and WILLIAM E. LEE, citizens of the United States, residing at Shelbyville, in the county of Shelby and State of Indiana, have invented a new and useful Railway-Signal, of which the following is a specification.

This invention relates generally to railwaysignals, and more particularly to one intended for displaying a signal at a railway-crossing, said signal being operated by the approach of a train.

Another object of the invention is to provide a signal of this kind which will be sure to operate upon the approach of the train and which will display a flag-signal by day and a light-signal by night.

Another object is to provide for resetting the signal as soon as the crossing is reached by the train; and a still further object is to provide for an automatic releasing mechanism, so that the train after operating the signal from one side of the crossing and resetting it at the crossing will not operate the signals again after having passed the crossing.

Another object is to provide for the gradual and steady return of the various parts.

With these various objects in View the invention consists in the novel features of construction, combination, and arrangement, all of which will be fully described hereinafter and pointed out in the claims.

In the drawings forming part of this specification, Figure 1 is a perspective view illustrating the practical application of our invention. Fig. 2 is a sectional view illustrating in elevation the track-lever mechanism for operating the signals. Fig. 3 is a plan view of the track-levers and signal-operating mechanisms. Fig. 4 is a sectional view on the line 4 4: of Fig. 2. Fig. 5 is a view illustrating the signals and the mechanism for resetting them. Fig. 6 is a detail section on the line 66 of Fig. 5. Fig. 7 is a view showing the track-levers and the several elements connected thereto, said parts being detached for the purpose of more clearly illustrating their detail construction. Fig. 8 is a detail perspective view of the longitudinal bar to which the track-levers are pivoted.

In carrying outv our invention we employ two track-levers A and A, which are pivoted Serial No. 117,490. (No model.)

to the longitudinal angle-bar A said bar being rigidly secured to the cross-ties adjacent to one of the rails, and the central portion of this bar is curved inwardly, as shown at A A pendent lever B is pivotally connected at its upper end to the track-lever A and extends downwardly into a box or case arranged adjacent to the track. This pendent lever is formed with an upwardly-curved portion B and the shoulder 13*, said shoulder 13 normally engaging the free end of the pawl-arm C, which isrigidly mounted upon the inner end of a shaft 0, which carries an arm D at its outer end, said arm D having a link D pivotally connected thereto, which link in turn is pivotally connected to the lever D which lever is pivoted at its lower end in a I track-levers one-fourth or one-half a mile from the crossing, so that the signal will be operated at a time when the train is at least one-fourth or one-halfof a mile from the crossing, thus giving any one ample opportunity to cross the track, if so desired. The cable E, extending from one lever D is connected to the upper end of a lever F, connected to a shaft F,-

which shaft also carries the staff F to which the signal flag or paddle G is attached. A link-arm F extends from the shaft F and is pivotally con nectedto the lever-arm carrying the signal-glass H, the signal-light being arranged in a suitable display-stand H. The other cable E is connected to a lever F which in turn is connected to the staff F by means of a link F The lever F is pivoted inside of the shield or case G, intended to receive and contain the signal flag or paddle G when same is not exposed as a signal.

It will thus be seen that when the train ap* proaches the crossing from either side it will contact with one or the other of the set of le- IGO , posing the signal-light.

vers Aand A, and as the lever A is arranged to receive the first pressure the said lever will be depressed, carrying with it the lever A. As the lever A is depressed the pendent lever B is forced down, operating upon the pawl-arm O, which rocks the shaft 0', operates the arm D, link D, and lever D thus throwing the signal G into view and also ex- During the day the signal flag or paddle will be the danger-signal; but at night a suitable light arranged in the display-stand will be the danger-signal and will be exposed by moving the shutterarm H so as to expose the danger-signal light. When the train reaches the crossing, the wheels will contact with the track-levers H which, being pivotally connected, operate on the arm H which serves to reset the signals, consequently releasing the tension upon the cables E.

We shall now describe the mechanism for returning the signal-operating mechanism to its normal position as soon as the tension upon the cables E is released. A rod I passes through the lower end of the pendent lever B and is suspended at one end by a chain I, attached to a post 1 The opposite end of the rod I has a cable K connected thereto, which passes over a pulley K and carries a weight K upon its lower end. This pulley K has a friction-surface which engages the hub of a pulley K said pulleys K and K being carried by an upright standard K, which is connected to the box-like casing D When the levers A and A are depressed, the rod I will of course be forced downwardly, pulling upon the cable K and drawing the weight K up. The frictional contact between the pulleys prevents any sudden or jerking motion of the parts, and as soon as tension upon the cables E releases the weight K will descend, elevating the lever B, and all of the parts will therefore be reset in their normalpositions. In ordertoprovideagainst a second operation of the signal after the train has passed the crossing and engages the second set of levers, we employa mechanism for throwing the lever B out of engagement with the pawl-arm 0, thus rendering the depression of the track-levers A and A of no consequence. To accomplish this result, we em ploy supplemental lever L, which is pivoted upon the top of the track-lever A, said lever having a link M connected to its inner end, said link passing upwardly through a slot produced in the track-lever A. The lower end of this link M is pivotally connected to a weighted lever-arm N, which in turn is connected to a bar 0, passing through a slot B in the main portion of the lever B, said bar carrying a friction-roller O at its free end and which is adapted to engage the upwardlycurved portion B of the pendent lever B, and thus when the lever L is depressed the link M presses down upon the lever N, which forces the bar 0 against the curved portion B of the lever B and swings the said lever B so as to move the shoulder B away from the free end of the pawl-arm O, and as this operation takes place before the track-levers A and A are depressed it is obvious that the depression of the levers A and A, and consequently the lever B, will be of no consequence, inasmuch as the said lever B fails to operate upon the pawl-arm C, and as soon as the train has passed the weight K will return all of the parts to their normal positions and the weighted lever-arm N will drop back to its norm al position and elevate the supplemental lever L.

It will thus be seen that We provide a simple and efficient construction of railwaysignal which will display a signal at a crossing upon the approach of a train from either direction, will reset the signal as the train passes the crossing, and will automatically reset the signal-operating mechanism the moment the signal device has been returned to its normal or inoperative position. Furthermore, it will be noted that we have provided against a repetition of the signal by the train after having passed the crossing, and by the employment of the friction-pulleys in connection with the weight and cable all sudden jarring and breaking of the apparatus is avoided and the parts are gradually and positively returned to their normal positions after the train has ceased to operate upon the track-levers, and it will be noted by reference to Fig. 4: of the drawings that we provide the cable K with a stop-button 70, that engages the frame after the cable has moved a certain distance, thus limiting the movement of the rod I and insuring the lever B adjusting itself to its proper position.

It will be further noted by reference to Fig. 2 of the drawings that we also provide a rest or stop-pin a, upon which the bar 0 rests for the purpose of limiting the downward movement of the said bar when the lever B is tripped.

Having thus fully described our invention, what we claim as new, and desire to secure by Letters Patent, is-

1. In a railway-crossing signal, the combination with track-levers arranged on each side of a crossing, a signal device arranged at the crossing, signal-operating devices arranged adjacent the track-levers, cables connecting the operating devices and the signal, bars extending from the signal-operating devices to a point below the track-levers, means carried by the track-levers for actuating said bars and operating devices when a train passes the track-levers towardjhe crossing, means carried by the track-levers adapted to prevent actuation of the bar when a train passes from the direction of the crossing, levers arranged adjacent the rails opposite the signal and adapted to return the signal to its original position as the train passes, and means carried by the operating device for resetting the track-levers and connected devices after a train has passed.

ICS

2. In a signal of the kind described, the

combination with the track-levers, of a pendent lever connected to one of the said tracklevers and having a shoulder, ashaft having a pawl-arm adapted to engage the said shoulder, a rocker-arm arranged upon the opposite end of said shaft, a link connected to said rocker-arm, a lever connected to the link, and a cable connected to the said lever, for the purpose specified.

3. In a signal of the kind described, the combination with track-levers, of a pendent lever having a shoulder, the rod extending through the lower end of said pendent lever, the cable connected to the rod, pulleys over which the cable passes, the weight upon the end of the cable, and the friction-pulley engaging the first-mentioned pulley, the rockshaft, rocker-arm, link and lever, and the pawl-arm rigidly attached to the rock-shaft and adapted to engage a shoulder carried by the pendent 1ever,'as specified.

4. In a signal of the kind described, the combination with the track levers, of the pendent lever having a shoulder and also an upwardly -'curved member, a rockshaft, a pawl-arm arranged upon said rock-shaft, means connected to the opposite end of the rock-shaft for operating the signal and supplemental lever, a link connected thereto, a weighted lever-arm, and a movable bar, said bar being adapted to operate upon the pend ent lever for the purpose of throwing the same out of engagement with the pawl-arm, as specified. v

5. The combination with the cables, of the arm F, to which one of the cables is attached, the rock-shaft F, the signal-staff F, the signal-paddle, the flag connected to said staff the case or shield, the signal-light, means connected to the signal-staff for displaying said light, and the lever F and link F together with the track-levers H, and arm H, as and for the purpose specified.

Witnesses:

A. E. LISHER,

R. CRIM. 

